Engine governor



'June 6, 1933. HUI-FORD 1,912,773

I ENGINE GOVERNOR I Filed July 15 1929 2 Sheets-Sheet l INVENTOR a uman a. afford ATTORNEY-S June 6, 1933. R. HUFFORD 1,912,773

' ENGINE GOVERNOR I Filed Jul 15, 1929 2 Sheets-Sheet 2 pm WI/III INVENTOR 2771102103 flat/ford engine in the manner abovepointed out.

Patented June 19 33 UNITED STATES PATENT, OFFICE RAYiuom) 'I-IUFFOBD, F Dari tofu; MICHIGAN, ASSIGNOR TO MONARCII GOVERNOR COMPANY, or nn'morr, MICHIGAN, a CORPORATION or MICHIGAN ENGINE GOVERNOR Application filed July 15,

This invention relates to governors for internal combustion engines and has particular" reference to a governor of the type in which a throttle is automatically actuated by the 6 differential static pressure inthe intake manithrottle or by some other means increase the speed of the engine beyond that at which the governor is set .to operate, and accordingly the present invention has as a primary 1929. Serial No. 378,440.

Figure 3 is a sectional View through the governor at right angles to Figure 2 showing the spring construction; v

Figure 4 is a detail of the mechanism for manually controlling the governor;

Figure 5 is an axial section through a manifold wherein the invention-is shown in modified-form;

Figure 6 illustrates a modified arrangementwherein' the governor spring and the auxiliary valve are simultaneously adjusted.

Referring now particularly to the drawings wherein like reference characters designate corresponding parts throughout all object the provision of auxiliary means'assoviews, the numeral 10 designates the outlet ciated with the governing throttle to positively limit the maximum speed at which the engine may be'driven. l

Afurther object of this invention is to provide means for permanently restricting the effective area of the intake manifold of an engine to a predetermined desired area and to further provide a means of this char actor-which will also be automatically operable to limit the maximum speed of the i The invention also numbers among its obects the provision of means ad uStable to directly'effecting the actuation of the goverreduce the speed atwhich the action of the I automatic governor takes place and the pro- V1S1OI1 of an auxiliary means associated with an automatically actuated goveinor for in nor to cause the same to more accurately .limit the maximum speed of the engine Other objects and advantages of the invention will become-more apparent as the following description proceeds, particularly when reference is had to the accompanying drawings, wherein I Figure 1 is an axial section through a manifold provided withthe improved gover- Figure 2%is a horizontal sectional view through-the governor;

suitable actuating lever.

conduit of a carburetor while the numeral 11 designates an intake manifold. Arranged between the conduit 10 and manifold 11 is a casing 12 in which the governor, hereinafter:

For controlling the flow of fuel through the passage 13 there is provided an engine throttle valve 16 which is preferably of the balanced butterfly type. and this valve is mounted on the shaft 17 adapted to be'manually actuated in the usual'manner by any Arranged within the passage 14 in the casing 12 is a governing throttle valve 18 eccentrically mounted on a square shaft 19. This governing valve is automatic in its operation, being moved toward closed position by the difference in pressure between the inlet 20 and outlet21 of the passage 14:, which movement iscounteracted in the present in-..

stance by a compound springmechanism.

. While theinvention may be applied to gov ernors equipped with various arrangements springs, the preferred construction employs a'compound spring com osed -.1of a series of individual springs O, F, Q.

each having a different characteristic. The

throttle shaft 19 carries a gear segment S meshing with a rack T which in turn is connected to a stem I extending into a tubular guide K. This guide is longitudinally slotted at K for the passage of a pin or other connection M between the stem I and a sleeve or collar N slidable on the outside of the guide. The collar N forms an abutment for the springs O and 0 while a collar 1? is arranged intermediate the springs O andO and a collar Q is placed between the springs O and O. R is an abutment adjustably mounted on the uide K for the opposite ends ofthe springs and 0% With the arrangement described the characteristics of the springs O, O O and 0 may be so selected that the desired characteristic is imparted thereto. This is because the units operate successively, either individually or in combination so that the graph representing the characteristic is composed of a succession of straight line curves at different angles approximating a continuous curve.

With eccentrically mounted throttle governors it has been found that the driver of the vehicle may under certain circumstances increase the speed of the engine beyondthat is set to operate. Assuming the engine to be;

predetermined speed at which the governor running at governing speed with the engine throttle in the position designated as position A in the drawings, and with governing valve 18 in position shown in dotted lines, the operator slowly closes the throttle 16 to, for

example, the position marked B. This slow, partial closing of the throttle 16 tends to equalize the pressures on the governing valve with the result that the governing throttle valve starts'to open thus increasing the flow of fuel to the engine and naturally the speed of the engine.

The present invention contemplates the provision of means designed to positively prevent this so-called cheating by providing an auxiliary valve responsive to the static pressure at the inlet 20 to decrease the effective area of the manifold. This auxiliary valve functions under conditions which normally would cause an increase in speed to. re-

duce-the area of the conduit and thereby .maintain the equilibrium of the main governor valve and prevent increased speed. The

valve also functions to cause a greater range.

actuate the valve 25, the shaft 26 is extended I beyond one side of the casing 12 and is journaled in an auxiliary casing 27 PI'OJQCtlDg laterally from the casing 12. "Secured to.

the projecting end of the shaft is a lever 28 having its free end projecting into a cylinder 29 formed in the auxiliary casing 27. This cylinder is in communication at its one end with the atmosphere by virtue of the pas sage 30 and is in communication at its other 'end with the inlet 20 of the passage .14

throu h thepassage 31'. Mounted within the I cylin er 29 is a piston 32 adapted to reci rocate within the cylinder by reason of di erential pressure between the inlet 20 and the atmosphere. A spring 33'within the casing 27 and secured to the lever 28 tends to hold the lever28'and the piston or plun er 32 in the position shown in full lines in igure 1 of the drawings. The spring 33 is adjustable in order to permit the valve to function at any predetermined engine speed.

hen the governor is in operation the through the manifold places a pressure upon the governor throttle 18 thereby urging the shaft 19 against its hearings in the manifold. The force on the throttle is great enough to introduce a certain friction element between the shaft and its bearings tending to resist any turning effort of the shaft. The auxiliary valve 25 ,on the other hand is subjected to relatively little pressure and consequently flow there is practically no friction element action thereon.

'at acertain position where the closing forces, vdue to the flow through the manifold, balance the force of the compound spring. Now if the carburetorthrottle valve 16 is moved to- Ward closed position the static pressure in the manifold between the carburetor throttle and the governor throttle is reduced. Therefore-the piston 32 is drawn toward the manifold moving the valve 25 into the conduit as shown in dotted lines in Figure 1. This decreases the effective area of the conduit and therefore again places the governor throttle valve in equilibrium without requiring any movement of the same. Thus the auxiliary valve devicefunctions to prevent stealing when theoperator manipulates the carburetor throttle. The lower frictional resistance of the auxiliary valve causes this element to respond to slight fluctuations of pressure in the manifold rather than the main governing valve.

Associated with the lever 28 is an adjusting screw'34 threadedly mounted in a bush- I ing 35 arranged in the casing 27, this screw having its end in abutting engagement with the lever 28. By properly manually adjusting the screw 34 the valve maybe moved to decrease the effective area of't'he passage 14 to any predetermined'desired area, and the screw will then function to prevent further increase of effective area under any conditions. This reducing of the passage on the and lever 28 thus regulating the automatic action of the auxiliary valve 25.

From the above it is believed that the structure.and operation of the invention will be clearly apparent. The valve'25'is adapted for manual and automatic adjustment-to reduce the effective area of the passage 14.

This valve being located below or above the I governing throttle valve indirectly regulates the automatic operation of the throttle valve and also functions to positively limit the quantity of fuel which may pass through the a passage 14 at any given time, thus maintaining a constant maximum engine speed irre- .spective of the actuation of the carburetor throttle 16. The auxiliary valve is automatic in its operation and may be easily ad- "justed to obtain the predetermined desired governing action of the engine.

Provision may also be made for a manual ad ustment of the auxlliary valve so that it may be set in a position to'restrict the area of the manifold and at the same time be permitted to move further toward obstructing position to respond to variations of pressure in the manifold. Thus as shown in Figs. 3 and 4:, the shaft 26 for the auxiliary valve carries a dog adapted to be engaged by lever 51. The lever is coaxially mounted with the shaft 26 and has its free end con nected by a flexible connection 52 with a hand adjustment 53 which may in some instances be located at a point on the vehicle where it is always under the control of the operator.

One of the features of the construction above described is that the governor maybe adjusted to adapt the same to a wider variety of conditions. For example, a governor may be designed for a certaln motor and the auxiliary valve so positioned as to be normally out of the manifold passageway except where it is moved thereinto to prevent cheating. This same governor may also be adapted for another motor by adjusting the screw 34, thereby obstructing the conduit and decreasing the effective area thereof while still permitting further movement into the conduit if cheating is attempted. Suchadjustment increases the working forces on the governing throttle valve 18 and givesa better governing action.

Another advantage of the improved gover nor is that it may be manually adjusted by the operator to change the governing speed.

For example, the operator by manipulating the member 53 may quickly change the speed at which the governor will function.

Another advantage of the governor is due to the fact that the adjustment of the governor, both by reason of the compound spring or the auxiliary valve 25, may be placed under lock to prevent unauthorized tampering therewith. It will be noted that both adj ustments are within the housing 55 beneath the cover 56, which latter may be sealed in closed position.

'Under certain conditions it may be desira ble to adjust the governor for different maximum speeds by simultaneously operating the adjustments for the auxiliary valve. 25 and the spring 22. Thus as shown in Figure 6 there is a flexible connection 60 between the lever 51 and the abutment It so that only the manipulation of the screw 61 need be underburetor throttle and as shown a duct or passage 31 is provided for this purpose.

What I claim as my invention is:

1. In a governor, the combination of a casing having a fuel intake passage therein, a governor throttle eccentrically mounted-in said intake passage and a vacuum operated auxiliary valve mounted in said casing adapted to project into said intake assage, said auxiliary valve being movable lndependently of said governor throttle and having a lesser friction resistance than said governor throttle. j j l 2. In a governor, the combintion of a casing having a fuel intake passage therein, a governor throttle in saidcasing mounted to close by the flow through said intake, spring means opposing the closing movement, a

suction actuated auxiliary valve in said govtial pressure, a supplementary governing.

valve subject to thedi-fference between'pressure in the intake passage and atmosphericpressure, and means whereby said supplementary valve is movable to restrict the intake passage in response to variations in pressure in the passage inefiective to move-the main governingvalve.

4. In a governor for an internal combus- 'tion engine having an intake passage, a main governing valve in the passage adapted to be moved toward closing position by differential pressure, a supplementary governing valve of smaller area than the main valve subj ect to the difference between pressure in the intake passage and atmospheric pressure, said supplementary valve being movable to restrict the intake passage in response to lesser variations in pressure in the intake passage than responded to by the main governing valve.

5. In a governor for an internal combustion engine having an intake passage, a main governing valve in the passage adapted to be moved toward closing position by differential pressure in the intake passage at opposite sides thereof, a supplementary governing valve of smaller area than the main valve subject to the difference between pressure in the intake passage at the carburetor side of the main valve and atmospheric pressure, vsaid supplementary valve being movable to restrict the intake passage in response to lesser variations in pressure in the intake passage than responded to by the main gova erning valve.

6. In a governor for an internal combustion engine having an intake passage, a main governing valve in the passage mounted on an eccentric axis toproduce an unbalanced condition and adapted to be moved toward closing position by differential pressure, a supplementary goveriug valve of smaller area than the main valve mounted on an eccentric axis to produce an unbalanced conditi on and subject to the difference between pressure in the intake passage and atmospheric pressure, said supplementary valve being movable to restrict the intake passage in response to lesser variations in pressure in the intake passage than responded to by the main governing valve.

7. In a governor for an internal combus tion engine having an intake passage, a main governing valve in the passage adapted to be moved toward closing position by differential pressure, a supplementary governing valve of smaller area than the main valve mounted on an eccentric axis to produce an unbalanced condition, a piston subject to the difference between the pressure in the intake passage and atmospheric pressure for moving said supplementary valve to restrict the intake passage in response to variations in the intake passage ineffective to move the main governing valve.

8. In a governor for an internal combustion engine having an intake passage, an unbalanced butterfly valve in said passage mounted on an eccentric axis and movable toward closing position by the difference in pressures within the passage on opposite sides thereof, a second valve movable to close only a portion of the passage and actuated independently of said first valve by the difierence in the pressure within said passage and atmospheric pressure.

9. In a governor for an internal combustion engine having an intake passage, a main governlng valve in said passagemovable toward closing position by the diflerence in pressures within the passage, and a second governing valve more responsive to slight pressures within the passage, anda second vacuum responsive governing valve movable against less frictional resistance than the main valve and independently thereof for restricting said passage.

11. In a governor for an internal combustion engine havin an intake passage, an unbalanced butter y valve in said passage eccentrically mounted to move toward closin'g position by the difference in pressures within theintake assage, a second valve movable to close on y a portion of the passage, a piston for actuating said second valve independently of the first valve, said piston actuated by the difference in the ressure within said-passage and atmospheric pressure.

12. In a governor for an internal combustion engine having an intake passage, a main governing valve in said passage movable toward 0 osing position by the difference in pressures within the passage, a second governing valve movable to close only a portion of the passage, a piston for actuating said second valve independently of the first valve,

- said piston being actuated by the difference between atmospheric pressure and the pressure within sald passage at the carburetor side of said main governing valve.

In testimony whereof I affix my signature. RAYMQND HUFFORD. 

